Train control



May 18,1926. 1,585,007

W. B. ALLEN TRAIN CONTROL F'iled Oct. 26. 1922 2 Sheets-Sheet 1 Vea . A May 18 1926. 1,585,007

W. B. ALLEN TRAIN CONTROL F'iled Oct. 26, 1922 TEE-LE...

2 Sheets-Sheet 2 0 7 W W/T/mjrfj;

Fatented May 18, 1926 FEQE.

WILLIAM B. ALLEN, or MICHIGAN CITY, INDIANA, ASSIGl-IOR on ONE-HALF 'ro OUTI-IBERT n. BATES, or LA roars, INDIANA.

TRAIN CONTROL.

Application filed. October 26, 1922. Serial No. 597,186.

"This invention relates to a train control and the object of the-invention is to provide a train control by means of which a train may be brought to a stop in case the engineer does not notice a stop signal or deliberately intends to run past the signal set against it and to further so construct this train control that after the train has been brought'to a stop the control means may be rendered inoperative thus permitting the train to move ahead.

Another object of the invention is to so construct this train control mechanism that when thesemaphore arm is set at stop, or danger position a circuit closer will be moved to aclosing position thus permitting a circuit to be completed when the train approaches a point where train carried contacts will move into engagement with contact rails positioned adjacent the usual rails of the tracks.

Another object of the invention is to so construct the train control mechanism that.

the conductor wires leading from the contact rails may be provided with a switch normally held in a closed position and permitted of being manually moved to an open position by one of the crew thus permitting the train to move ahead after being brought to "a stop by the engineer. 7

Another object of the invention is to so construct this train control mechanism that the valve stem of the engineers valve in the engine cab may carry an armature positioned in operative relation to arms which will be converted into temporary magnets when the circuit is closed and tend to move the armature and thus .turngthe valve to the emergency position. 7

Another object of the invention is to so construct this mechanism that it may be used in connection with semaphore signals of a cohventional construction and associated with the engineers valve in the engine cab and having av conventional construction.

This invention is illustrated in the accompanying drawings, wherein:

Figure 1 is a' diagrammatic view of the control device with the semaphore arm set at danger.

Figure 2 is a top plan view of the track with the contact rails shown in place.

Figure 3. is an enlarged horizontal sectional view through the means for turning the engineers valve to the emergency position, in case of failure to observe stop signal.

Figure 4 is a view showing the valve control means partially in side elevation and partially in vertical section.

Figure 5 is a view of the manually controlled switch mounted adjacent the bottom of the semaphore pole, or other suitable place or adjacent thereto.

This improved control means is for use in connection with engineers valve 1 which is positioned in the cab of the engine and is provided with the usual stem 2 having "a handle or lever 3 by means of which the valve may be manually moved to a closed or open position. The engineer can therefore control the valve in the usual manner and open and close it when necessary. The stem of the valve carries an armature lock 4 which is of a conventional construction as shown in Fig. 3 and extends between the blocks 5 formed of soft iron and having between them a field coil or coils 6' provided with lead wires 7 which extend to and are connected with the contacts 8 carried by and of course insulated from the body of the engine. It will thus be seen that when the field coil 6 is energized, the arms, or blocks 5 will be converted into temporary'magnets and will serve to impart rotary movement to the armature 5 thereby causing the valve stem 2 to be rotated and the valve moved to emergency position. It will thus be seen that if the engineer does not see a signal set at danger or attempts to run past the set signal, the

valve will be moved to the emergency pos1- tion to bring the train to a stop. The contacts 8 are provided at their lower ends with shoes 9 which extend for engagement with contact rails 10 secured upon the ties 11 and extending longitudinally of the rails 12 which carry the train. From an inspection of Fig. 2, it will be seen that these contact rails 10 are spaced from the rails 12 a sufficient distance to leave plenty of room between the rails 10 and 12 and prevent accidental bridging of the space between the two sets of rails.

A semaphore pole 13 carries the usual semaphore arm 14; and this semaphore arm has its heel end provided with curved contact strip 15 for engaging the contact strips 16 and 17 and thus bridging space between the same. space between the strips '16 and 17 and have a wiping contact therewith, so that the strips The strips 15 are longer than the V will be in engagement with the strips 16 and 17 when the semaphore arm is in caution position at a 45 inclination or at danger position at right angles to the pole. The contact strips 16 have conductor wires 18 connected therewith which lead from the battery or other source of electric energy 15) and the contact strips 17 have connected therewith conductor wires 20 which are carried downwardly of the semaphore pole 13 and are connected with the terminals 21 ot the manually controlled switch indicated in general by the numeral 22. The lower terminals of this switch carry the bridging arms or poles 23 and these lower terminals have wires 2% leading therefrom and connected with the contact rails 10. Springs 25 are provided for engaging the bridging poles or strips 23 and normally holding the switch in a closed position. Therefore, the switch 2 will be normally heldclosed so that when the semaphore arm is moved to the danger position and the contacts of the train engage the contact rails 10, the field coil or coils 6 may be energized to convert the blocks 5 into magnets and the armature moved to turn the engineers valve to emergency or stop position.

lVhen this system is installed as shown in Fig. 1 and the semaphore arm is in a raised position indicating that the track is clear and the approaching train is to proceed, the contact strips 16 and 1'7 are in spaced relation and the circuit is broken. Therefore when the contacts of the train engage the contact rails, the field coil or coils 6 will remain dead and the valve will remain in the manual position. If, however, the semaphore arm has been swung downwardly to the danger position. the space between the contact strips 16 and 1'? will be bridged and as soon as the train carried contacts engage the contact rails, the circuit through the field coil or coils will be closed and these coils energized to convert the blocks 5 into magnets and cause movement of the armature to operate the valve and thus bring the train to a stop. After the train has been brought to a stop, the conductor or some other member of the train crew can move the switch 22 to an open position against the action of the spring and the train can then proceed. Of course, if the semaphore is set to danger, the train will not be started until the dangerous condition no longer exists, that is, if the semaphore arm has been set to the danger position, the switch 22 must be opened and the train can then move along the track. As soon as the train carried contacts have moved out of engagement with the contact rails, the switch can then be released and the spring will return it to the closed position, thusrendering the system operative for the next train. It will thus be seen thatwith this system installed a train cannot pass a signal set at danger, either by broken rail, train ahead or other obstruction in the block.

As will be seen, this system is absolutely tool proof and works in conjunction with and is a part of the present block signals now in use.

I claim:

1. In a train stopping system, an engineers valve including a rotary stem, an armature block carried by the valve stem, and normally dead magnet means acting upon said armature block and moving the valve to an emergency position when energized.

2. In a train stopping system, a control valve including a rotary stem, an armature block carried by the valve stem, normally dead magnet forming elements extending in operative relation to said armature, and a field coil or coils for converting the magnet elements into live magnets when energized.

8. In a train stopping system, a control valve including a rotary stem, an armature block carried by the valve stem, normally dead magnet forming arms extending upon opposite sides of said armature block, a field coil for converting the arms into live magnets when the coil is energized, and conductors leading from said coil and connected with contacts for engaging co-operating contacts of an energizing circuit.

In testimony whereof I have hereunto affixed my signature.

IVILLIAM B. ALLEN. 

